Railroad passenger car step



April 11 1939. K. F. NYSTROM RAILROAD PASSENGER CAR STEP Filed July 50, 1937 4 Sheets-Sheet 1 April 11, 1939. F Y m M 2,154,107

RAILROAD PASSENGER CAR STEP Filed July 30, 1937 4 Sheets-Sheet 2 2&3.

April 11, 1939. NYSTROM 2,154,107

' I RAILROAD PASSENGER CAR STEP Filed July so, 1957 4 Sheets-SheetG l mfeniar fig April 11, 1939. K NYSTROM 2,154,107

RAILROAD PASSENGER GAR STEP Filed July so, 1937 4 Sheets-Sheet 4 Patented Apr. 11, 1939 7 UNITED STATES PATENT OFFICE RAILROAD PASSENGER OAR STEP Karl F. Nystrom, Milwaukee, Wis.

Application July 30, 1937, Serial No. 156,529

9 Claims.

My invention relates to steps for railroad passenger cars and more particularly to the steps for high speed passenger cars of the all-steel streamline type and consists in the provision of means whereby the steps may be folded up into close relation with the bottom of the cars so as to come within the general outline of the streamline cars at present in use.

The invention has for its object the provisio of a step unit pivotally mounted beneath the floor of the car or car vestibule so as to swing upwardly into close relation with the car floor and within the plane of the car sides so as to reduce the air resistance during the speedy travel of the train; the invention also involving means whereby easy manipulation of the steps from the car platform or vestibule may be had and a better weather-proofing of the car vestibule obtained whereby the accumulation of snow and ice will be eliminated.

The objects and advantages of my invention will all be readily comprehended from the detailed description of the accompanying drawings, wherein:

Figure 1 is a sectional elevation, in perspective, of a portion of the outer end wall of a car vestibule and portion of the vestibule floor, with my improved step in lowered position; the step and its supporting structure being in section.

Figure 2 is a similar view with the step folded up, showing a part of the usual trap-door and with a portion of the vestibule wall broken away to disclose the operating mechanism.

Figure 3 is a sectional view taken substantially on the line 33 of Figure 1 looking in the direction of the arrows.

Figure 4 is a side elevation of a portion of the vestibule end of a car showing the step-unit in lowered position. I

Figure 5 is an inverted plan of the hinged end of the step-unit, with parts of the supporting bracket broken away.

Figure 6 is a detail sectional viewtaken on the line 6--6 of Figure 5 looking in the direction of the arrows.

Figure 7 is a sectional view taken on the line 1--1 of Figure 1, as viewed by the arrows, with the step-unit raised.

' Figure 8 is a sectional view taken on the line 8--8 of Figure 1, looking down.

Figure 9 is a sectional View on the line 9-9 of Figure '7.

My invention is especially intended for use with high speed, streamline type of railroad passenger cars in connection with which it is desirable to maintain the various parts or elements within certain prescribed bounds in order to reduce the air resistance to a minimum.

The invention, as exemplified in the drawings, consists in providing suitable steps for railroad passenger cars, which are generally located at the ends of the cars, namely in the vestibule portions thereof, a part of the outer or end wall of the vestibule being shown at IU, while the general contour of the side wall-which is similar to the side wall of the car-is indicated at H; while a part of the platform underframe or center sill end casting is shown at 12.

Suitably secured to the side of the center sill end casting l2, by welding or otherwise, is a laterally disposed bracket I3, which in the particular exemplification is of skeleton form to provide passage for certain train pipes or lines. The outer vertical side of the bracket I3 in turn is provided with socket providing elements as at M, adapted to receive the reduced ends of a journal l5; the reduced ends providing shoulders adjacent the ends which will assist in preventing lengthwise movement of the journal; while rotative movement, if desired, may be prevented by suitable set-screws as at l6. 7

Disposed about the journal I5 is a tubular portion or sleeve ll, which is shown intimately united with the laterally bent portions I8 of the side runners l9, l9. Sleeve I1 is preferably provided with additional brace members as at 20 whose outer ends are provided with a flange 2| secured to the laterally bent portions I8 of the runners I 9. l

The steps preferably are formed of sheet metal with the treads 22 and the risers 23 all formed integral with each other, see Figure 1. In order to provide treads of sufficient width, without increasing the length of the step-unit or its runners beyond a prescribed limit, the junctures between the risers and the treads are formed by the angular rearwardly disposed portions or ofisets 24 which cause the risers to be disposed in vertical planes rearward of the outer ends of the treads. The treads and risers are suitably secured into intimate firm relation with the side runners I9 in any suitable manner, as for example by welding.

The stationary platform 25, like in previously constructed cars, is provided with a suitable trapdoor, a portion whereof is shown at 26 in Figure 2, adapted to close the opening 21 formed in the stationary platform immediately above the stepunit when the car is in transit; the trap-doors being generally hingedly connected adjacent the main end wall of the car so as to fold upwardly thereagainst when ingress and egress to and from the car is desired.

In railroad passenger cars as heretofore constructed, the steps are stationarily mounted and hence extend a considerable distance beneath the car floor and, thus provide protruding air resisting surfaces which in the present day high speed trains is very undesirable.

The step runner 19 adjacent the vestibule wall In at a point intermediate of the ends is provided with an extension 28 to which a link 23 is pivotally secured. The upper end of the link 29 is pivotally connected with the lower end of an operating and control rod 30 which exte'ndsup wardly through a suitable guideway 25 disposed about an opening in the floor 25 and extends upwardly within the end wall [3' of the vestibule where contact therewith cannot be had. The rod 30 is shown preferably of angular cross-section, as is also the guideway 25 and hole in the floor 25, to prevent rotative movement of rod 30. The upper end of this rod extends through a suitable bracket, formed within the end wall If! and indicated generally at 3 l, to hold the upper end of the rod in place. The upper end of rod 36) is provided with a rack-bar at 32 which is adapted to mesh with a gear 33 secured on a shaft 33 rotatably mounted in the wall Ill and bracket 3!. The outer end of the shaft is provided with a hand wheel 34; the hand wheel being disposed on the vestibule side of wall II] where it is accessible (when trap-door 26 is in lowered position) to the trainman or porter. Any suitable means may be employed formaintaining the rack-bar 32 in operative relation with gear 33, as for example by means of a roller indicated at 35, arranged at the opposite side of the rack-bar.

By rotating hand Wheel 34 in counterclockwise direction in Figure 1, gear 33 meshing with rack 32 will move the latter upwardly and thus swing the step-unit about the pivotal point or journal l5 into the raised position disclosed in Figure 2, where the step-unit is disposed generally in a horizontal plane immediately beneath the trap-door 26 and hence in a position Where the step-unit is practically above the horizontal plane of the lower edges of the transversely disposed members of the car underframe and above the lower edges of the center sill end castings of the car platform; in other words, into a position Where the step-unit, while the car isin motion, will not protrude and offer undesirable air resistance.

As the distance from the vestibule platform to the ground is greater than the length of the trap-door or step-opening in the platform, it is apparent that the pivotal point of the step-unit must be located at a distance beneath the vestibule platform so that when the step-unit is swung upwardly into inoperative position, as indicated in Figure 2, the outer ends of the runners and therefore also the first threads will be disposed within the limits of the side walls of the car. The lower outer ends of the runners preferably are formed to carry out the streamline effect of the car and conform with the under curvature of the side walls of the car as shown in Figure 2.

Suitably secured to the bottom of the stationary platform 25, adjacent the trap-door opening 21, is a shield 36 which extends substantially parallel with the bottom of the platform and then curves rearwardly downward (or toward the longitudinal center line of the car) into contact with the top of the skeleton housing or bracket I3, with the lower end shown flanged, at 31, and this flange preferably suitably secured, as by welding, to the top of the bracket l3. Curving the plate or shield adjacent the trap-door opening 21, as shown at 38, provides a proper rounded surface where contact with the legs of the passengers may occur and prevents contact with the sharp edges of the platform.

The formation and curvature of the plate or shield 36 defines an are substantially concentric with the arc defined by the swing of the upper end of the step-unit and permits the latter to swing into close contact with the shield 36, as shown in Figure 2 and provides a closure for the top step of the unit; it being understood that the shield 36 is preferably of width suflicient to extend fromrunner to runner in overlapping relation when the step-unit is in complete folded or raised position. When the unit has been completely raised, the side runners I9, 19 (which close or lap the ends of the treads and risers) below the top step will be in close relation with the trap-door or with the stationary part of the platform at opposite sides of the opening, while the upper parts of the runners at the top step will be in close contact with the shield 36. As a result, the step-unit not only is closed against accumulation of snow and ice but a better weather proof condition of the car vestibule is also provided because the trap-door opening will be enclosed by the step-unit and hence the safety of the passengers enhanced.

In order to relieve the operating mechanism of undue strain and provide a stop for the stepunit when in lowered position, the runners 19 adjacent the upper ends are shown provided with laterally extending lugs 39 (see Figure 5) which are adapted to engage the angle member 40 secured to a bracket or cross member 4i secured to a cross-sill 42 of the car platform underframe.

Secured to the upper end of the rack-bar 32 is a suitable chain 43 which is adapted to wind about a spring controlled drum 44 rotatably secured to the rear side of the end wall ID of the vestibule, namely on the same side as gear 33 and at a suitable distance thereabove as shown in Figure 2. The drum 44 contains a clock-like spring as at 45 which tends to turn drum 44 in chain winding direction; the drum and spring being of a well known type as employed for example in connection with the upper berths of a sleeping car and hence needs no detail illustration and description. The tension of spring 45 is intended to be just sufficient to practically counterbalance the weight of the step-unit without imparting movement thereto, thus enabling easy operation of the step-unit.

It is essential in passenger transportation to provide safeguards against improper manipulation of the step-unit and also of the trap-door and I therefore have devised means whereby the step-unit and the trap-door will be simultaneously locked against operation.

The wall In of the vestibule at a suitable point, for example slightly beneath the control wheel 34, is provided with a bracket 46 whereby the upper end of shaft or rod 41 is rotatably held in place; the shaft 4'! at its lower end extending through a suitable hole in the platform floor 25 as shown in Figure 7. The shaft 41, immediately above the floor 25, is provided with a pawl 48 of length sufficient to permit the toe thereof to extend across the top of trap-door 26 when the latter is in lowered or closed position as shown in Figures 2, 7 and 8. r

The heel of the pawl extends through a slot in the wall Ill and is also .adapted to extend into a notch or slot 49 formed in the side of the rectangular portion of the step-unit control rod 30, see Figure 7. The slot 49 in the control rod 30 is arranged to register with the slot in the wall when the step-unit is in complete raised position; the pawl thus holding the step-unit against any accidental downward movement during train operation.

The heel of the pawl 48 is laterally enlarged toward one side as shown at 50 so as to close the slot in the wall In against ingress of snow and sleet while the train is in motion. The end of the heel is shown arcuate to permit the slot closing condition mentioned and also enable the oscillatory movement of the pawl.

The upper end of the shaft 41 is provided with a suitable hand-grasp or crank 52 which is arranged to extend close to the wall l0 while pawl 48 is in step-unit and trap-door locking position, thus also necessitating a comparatively short outward swing of the crank to unlock. Of course, any suitable means may be employed for rotating the shaft 41.

What I claim is:

1. In a railroad passenger car provided with a platform having a trap-door opening; a hingedly mounted single piece step-unit disposed beneath the opening and adapted to swing into close parallel relation with the bottom of the trap-door; and a rearwardly and downwardly disposed shield secured at its upper end to the platform adjacent the trap-door opening and at its lower end to the car underframe and describing the arcuate path of the upper end of the step-unit so as to receive and overlap the free upper end of the step-unit when the latter has been swung upwardly beneath the platform.

2. In a railroad passenger car provided with a platform having a step-opening and a trap-door; a step-unit disposed at said opening and pivoted to swing upwardly into parallel relation with the platform; a rack-bar vertically movable in the platform end wall; hand-wheel operated gear mechanism whereby said rack-bar is controlled; a link pivotally connecting thestep-unit to said rack-bar; and oscillatable means mounted adjacent the trap-door and said rack-bar whereby said trap-door is locked in closed position and said rack-bar is locked against movement.

3. In a railroad passenger car provided with a center sill end casting and a stationary platform having a step opening; a step-unit swingingly disposed beneath said opening; bracket means secured to the car center sill end casting in a vertical plane rearward of the plane of theupper end of the step-unit when the latter is in lowered position and in a horizontal plane beneath the upper end of said step-unit; supporting means secured to the rear side of the step-unit intermediate of its ends, disposed rearwardly and rotatably secured to said bracket means whereby the step-unit may swing through a vertically disposed arc located within the planes of the car sides; a vertically movable rack-bar slidably mounted in the platform end wall secured to the step-unit substantially centrally intermediate of its ends by means of a pivoted link; and hand wheel and pinion mechanism operable from the platform whereby the rack-bar is moved vertically and the position 'of the step-unit controlled.

4. In a railroad passenger car provided with a center sill end casting and a stationary platform having a step opening therein; a step-unit swingingly disposed beneath said opening; bracket means secured to the car center sill end casting in a vertical plane rearward of the plane of the upper end of the step-unit when the latter is in lowered position and in a horizontal plane beneath the upper end of the step-unit; supporting means secured to the rear side of the step-unit intermediate of its ends, disposed rearwardly and rotatably secured to said bracket means whereby the step-unit may swing through a vertically disposed arc into parallel relation and juxtaposition with the bottom of the platform beneath said opening and within the planes of the car sides; and means operable from the platform whereby the position of the step-unit is controlled and held in its adjusted positions.

5. In a. railroad passenger car provided with a platform having a trap-door opening; a step-unit beneath the opening; a bracket pivotally secured to the car underframe in a plane rearward of the upper end of the step-unit when the latter is in lowered position and in a plane beneath the upper end of said unit so as to permit the upper end of the step-unit to swing into a plane above said bracket and in close parallel relation with the trap-door and the platform, the outer end of said bracket being secured to the sides of the step-unit intermediate of its ends; a vertically movable lift rod having pivoted link connection with the stepunit intermediate of its ends; rack and gear mechanism operatively connected with said lift rod; and stop means intermediate of the upper end of the step-unit and the platform underframe for receiving the down thrust of the step-unit when the latter is lowered.

6. In a vestibuled passenger car provided with a platform having a step-opening and a trapdoor for said opening; a step-unit disposed beneath the trap-door; supporting means secured to the step-unit intermediate of its ends and pivotally secured to the platform underframe at a distance beneath and rearward of the upper end of the step-unit so as to permit the upper end of said step-unit to swing rearwardly over the pivotal point into parallel relation with the platform and trap-door, a vertically movable rackbar pivotally connected at its lower end to an intermediate part of the step-unit for controlling the latter.

7. In a railroad passenger car provided with a platform having a step-opening and a trap-door; a step-unit disposed beneath said trap-door and pivotally secured to the car underframe at a distance beneath the platform and the upper end of the step-unit and rearward of the upper end of said unit when the latter is in lowered position so as to permit the step-unit to swing upwardly beneath the trap-door and platform into substantially horizontal position; a vertically movable rack-bar pivotally connected with an intermediate part of the step-unit; a hand wheel operated gear meshing with the rack-bar and controllable from the car platform whereby the stepunlt may be raised or lowered; self -winding spring mechanism flexibly secured to the upper end of said rack-bar to normally exert an upward pull thereon; and means, operable from the car platform, for locking the step-unit in raised position.

8. In a railroad passenger car provided with a platform having a step-opening and a trapdoor; a step-unit disposed beneath the trap-door and pivotally secured to the platform underframe at a distance beneath the platform and rearward 9. In a railroad passenger car provided with a platform having a step-opening, a step-unit pivotally secured to the car underframe so as to swing upwardly and inwardly above the pivotal point into parallel juxtaposition with the car platform; said step-unit being formed from a single plece metal shaped to provide riser portions and tread portions with the tread portions extending forwardly of the planes of the riser por- V tions' to provide a wide tread.

KARL F. NYSTROM. 

